Shock absorber



Aug. 8, 1933. HEAD 1,921121 SHOCK ABSORBER Filed Dec. 25, 1951 3 Sheets-Sheet 2 D. HEAD SHOCK ABSORBER Aug. 8, 1933.

Filecl Dec. 23, 1931 s Sheets-Sheet 3 atented ug. 8, 1933 NTE STATES P'IE OFCE Application December 23, 1931. Seriai No. 5869 1 8 Claims.

This invention relates to improvements in shock absorbers or motor vehicles, and more particular1y to devices or checking the spring cton during or folowing the passage of the vehiclc over an oneven road surface or a rough spot in an otnerwise smooth pavement.

Shock absorbing devices are weil known in the antomotive art, and hence any novelty resides in a design or cons;ruction calcuiated to accomplish a new and in1provecl function or action, which in the present instance may be descrioed as an automatic adjustment or regulator of the checking or snuooing capacity of the device to the road conditions, as we1i as to the weight of the load.

It is a well known fact that shock absorbers largely determine the iiding qualities of a vehicle, and te tne extent that they resist and retarcl the spring action with a minimum o discomiort to the occupants. Varying road conditions and nn1nber of passengers carried manifest- "y a fect the spring action, and h-ence no single a ustment of the shock absorber wii1 cover the uai1 range of factors affecting ricling comfort. F'or example, considerabl5r more reedo1n of spring action is permissible in travelling en s1nooti1 roads tnan on rough roads, or with a lig:iit load than a heavy load. Consequently a prcperly designed shock absorbine; device snonid be seli"acljusting to meet the varying conditions of travel. Thus during travel over relatively s2noeto. roads the resistance offered to ree spring action would be correspondingly iess than that citered during travel over rough roads with the ioad carried being an additional factor regardless road conditions.

The shock absorber embodying the novel features of the invention is of the hydraulic type consisting generally of a piston werking against a body of i1 witi1in the piston cylinder, there being passages connecting the spaces on opposite sides of the piston to permt its movement, the rate of which is governed by the size of the passages, as regulated and controiied by the mechanisin which emoodies the present invention as disclosed in the accompanying drawings, in which Figure 1 is a generai view in longitudinal section through the device;

Figure 2 is a view in cross scction as taken on line 22 of Figure 1;

Figure 3 is a perspective view of the main shaft;

Figure 4 is a perspective view of the sleeve surrouncling the shaft;

Figure 5 is a perspective view of the piston;

Figure 6 is a view in elevation of one of the vaive discs on the piston;

Figure 7 is a view in longitudinal section of a modiiied form of the device;

Figure 8 is a view in cross section taken on line 88 of Figure 7;

Figure 9 is a perspective view of one of the valve iscs on the piston; and

Figure 1G is a diagramrnatic view showing the inner surface of the cylinder developed into a plane.

As common in shock absorbers, the main portion or cylinder 1 of the device is mounted on the frame o the vehicie above each axie and the arm 3 connecteol at its ree end with the axle through the medium of a vertical link (not shown).

'he cylinder 1 houses a piston 2 adapted te shit axially of the cylinder, the space en either side being f11led with a liquid, usually a suitaole grade of oil. 'Ihe cylinder has a solid head 1= at one end and a separate head i at the other end, and fitting over the latter is a screw cap 5 iorming an auxi1iary chamber between the same and the head 4 and connected with the main cylinder by a valved passage i through the head, having a call check adapted to close the same against the outward flow of the lquid. A plug 5 in the cap serves or filling the auxiliary chamber with oil under pressure.

'Ihe arn1 3 is mounted at the outer end of a shaft 6 extending axialiy of the casing and journailed in the heads of the cylinder. The inner end of the shaft has a pilot hearing 6 socketed in a hearing '7 in the solid head of the cy1inde, while its outer end portion has the form of a shank 6 of reduced diameter which is journalled in a hearing bushing 8 fitting in a sockct in the inner ace of the head 4, and a paclzing gland 9 in the outer wall of thecap 5. The niain body of the shaft extends practically the full length of the interior of the cylinder and out in its surface are two relatively shalow grooves 10, of

'such a pitch that the piston will be shifted on the and 40 in the other direction from its normal position.

Extending lengthwise of the shaft and closely end is adapted to be assembled in threadecl con nection with the bushing 8 as shown in Figure 1. The s1eeve is siotted lengthwise and on opposite sides, the two s1ots 12, 12 out to a substantial Width extending practioally the u11 1ength from one end to the other. In addition to the s1ots 12, 12, there is out in the outer surface of the sleeve a pair of corresponding heiical grooves 13, 13 located symmetricaiiy on opposite sides of the s1ots 12, 12 and comparatively narrow and shal- 10W, with a relatively large pitch, that is, each groove describes a helix of only about 60 in passing the length of the sleeve.

'Ihe piston 2 is direetly mounted upon the s1eeve 11 and on whieh it has hearing for sliding movernent lengthwise thereof. The piston has the form of a thick meta1 ring hearing at its periphery against the cylinder wa11 and grooved as at 14 to effect an oi1 sea1, although other sea1- ing means suoh as an expansibie piston ring rnay be used. The central portion of. the piston is somewhat thicker in order to form hub-like extensions 2 2 which provide bearings for a pair of va1ve discs 15, 15, one en each side of the piston, these discs being held in p1ace but free to rotate on their bearings by locking rings 16, 16 applied to the ends of the hub extensions.

As shown more cleary in Figure 5, the piston has a pair of oppositely disposed square keys or 1ugs 18, 18 on its internai hearing ace axially and corresponding in width anti thickness to the grooves 12, 12 in the s1eeve 11. Indeed, these keys fit into these grooves allowing the piston to slide back and forth on the sleeve, but preventing its rotation relative thereto. Furtherrnore at the mid-point of the keys is a pair of cyiindric 1ugs 17, 17 which project beyond the inner iaces thereof a distance equal to the depth of the helica1 grooizes 10, 10 in the shaft 6. Ihus when the parts are assembled as in Figure 1, the keys 18 ride in the longitudinal sots in the s1eeve 11 whiie the circular 1ugs project beyond and engage the helica1 grooves 10, 10 in the shaft.

Anc1 somewhat sirnilarly, the va1ve discs 15, 15 have a pair of diametrically opposed lugs 15 on their interna1 edges projecting inwardly and adapted to extend through corresponding pairs of circumferentially disposed slots 19, 19 cut through the portions 2 of the piston Which form the bearings for the dise and extending rom each of the 1ugs 18 in a ciockwise direction and through an are of about 45, as clear1y shown in Figure 5. Moreover these 1ugs are long enough to project beyond the s1ots, so that their tip ends engage anc1 ride in the heiieal grooves 13, 13 en the surface of the s1eeve 11 (Fgure 4) And finally there are provided in the piston a series of transverse passages through the 1nain body thereof, their purpose being to permit the liquid to pass fron1 one side of the piston to the other as it s1ides in both directions, the resistance oiered by the 1iquid to the piston meaning the cushioning 01 shock absorbing eiect produced by the devices. Manifestiy, the rats of movement of the piston is governed by the rate o flow of the 1iquid through the port or ports and the flow in turn is dependent upon the size of the port or if there are more than one port, the numbe1 and size of the ports that are open in any given position of the piston. Thus if the piston is provided with tWo groups of passages for controlling the flow through the same in both directions, and. these ports can be increased or decreased in number as the displacement o the piston from its norma1 position is inoreased by herein disclosed eombination of elements, and

their co-acting in accompiishing this end will be understood from the following:

Extending transversely through the piston are sets of ports or passages for the passage or escape of the fiuid through the same in its movement within the cylinder as governed by the defections of the arrn under the depression and rebound of the spring supported weight. There are two sets of passages, one for the 1iquid flow in each direction as can be readily identified by the location or" the ba11 checks with wnioh each passage is provided, so that 1iquid aan pass in but one direction. Moreever, the passage constituting one set may be divided into groups located diametricaliy opposite each other so as to equalize the pressures. Thus there is a set of sx (6) passages dvided into corresponding groups of three (3) ports each, 20, 20, 21, 21 and 22, 22 for controlling the fiOW of liquid through the piston from left to right or during the displacement of the piston to the left as indicated by the ba11 checks at the right or discharge ends of the passages as shown in Figure 1, each port having a complementary port diametrically opposite. Likewise, there is a set of four ports divided into groups of two each, 23, 23 and 24, 24 ior passing the liquid from the right to 1eft side of the piston, as the same shifts to the right, there being preferably one 1ess port for the movement in this direction as it is assurned to correspond to the rebound of the spring weight which is more severe than the initia1 depression of the springs when a rough place or hump is encountered.

In the va1ve plates 15, 15 are corresponding pairs of s1ots 20 20 21 21 eto., coacting with each of the ports 20 te 22, respeotively, these s1ots uncovering and closing the opposite ends of their associated ports, as the plates revove relative to the body of the piston in its sliding movement in the cy1inder. Considering one group of ports 20, 21 and 22 and their respective s1ots 20, 20", 21, 21 and 22 22 (Figure 2) it wi11 be observed that the slot 20 on the left side of the piston is relatively short, and that the port 20 is located midway between its ends when the piston is in its central 01 normal position; that slot 21 is approximately twioe as long and the port is located midway thereof, and final1y the slot 22 is the Same length as the siot 21, but the port 22 is positioned at its extreme end and to the left (Figure 2). A similar arrangement is followed as to ports 23 and 24 and the corresponding s1ots 23 and 24 in the plates. Thus slot 23 is the shorter and its port 23 is positioned centrally thereof, whi1e slot 2 1 is longer and its port 24 is normally located at its right end.

Now assurning that under the defiection of the vehicle sprngs, the a n 3 is depressed or swung downwardly through a small ang1e, thereby rotating the shaft 6 with it, the rotation of the 1atter being transmitted to the piston through the helica1 groeve 10 and 1ug 17 eonneetion to shift the piston to the 1eft, this no"enient of the piston bein aeesn1panied hy a reiative rotation of. the va1ve plates 1.5, 15 in a countenelockwise direction from the position shown in Figure 2, as indicated by the arroxv. Now the depression of the 1"om its normai positon, and means whereby the pressure exerted against the piston is transmitted to the shaft.

4. A shock absorber comprising 2. cylinder adapted te be mounted on the frame of a vehicle, a shaft extending axially of said cylinder and operatively connected exterior thereof Wth the vehicle axle, a pston mcunted within said cylinder and havng operatve connection with said shaft to shift With the turning thereof, said piston having sets of ports connectng the spaces on opposite sides thereof, said spaces being fi1ied with a 1quid actng to oppose the movement of said piston, annular valve plates jcurnalled on said piston and hearing aganst opposite faces thereof, each having a series of slots disposed in radia1 alignment with one set of ports in said piston, and means for rotating said valve plates on said piston whereby each of the same varies the combined area of-its coactng set of ports t0 regulate the eective pressure exerted by the liquid to resist the movement of the piston in both directions and proportonal to its axia1 displacement rom its normal position.

5. A shock absorber comprising a cylinder adapted te be mounted on the frame of a vehic1e, a shaft extending axially of said cylinder and operatively connected exterior the same with the ax1e of the vehic1e, a piston mounted in said cylinder and operatively connected with said shaft to shift in either drection with the rotation of said shaft in corresponding drections, said piston having a pluralty of sets of ports therethrough connectng the spaces on opposite sides thereof, said spaces being fi11ed wth a liquid acting to oppose the shifting of said pston, a pair of va1ve p1ates jcurnalied. en said piston to bear against opposite faces thereof and each having a set of s1ots adapted to register wth one set of ports in said piston and marginal lugs adapted t0 engage he1cal grooves out; in an annular surface wthin said cylnder, Whereby the rotaton of said shaft in either directon mparts a corresponding axia1 displacement of said piston and a relative retation of said va1ve plates and the displacement of their s1ots to vary the combined area of the pcrtsand effect a correspondng variation in the pressure exerted by the liquid against the piston proportonal to its displacement from its normal position.

6. A shock absorber comprisng a cylinder adapted te be mounted on the frame of a vehcle, a shaft. extendng axially of said cyiinder and operatvely connected exterior the same with the axie of the vehic1e, a piston mounted in said cylinder and having a he1cal tongue and groeve connection wth said shaft, said piston having a plurality of sets of ports therethrough connecting the spaces 011 opposite sides thereof, said spaces being filled with a liquid actng to oppose the shifting of said pston, a pair of va1ve plates journalled 011 said piston, each having a set of s1ots adapted to register with one set of ports in said pston and marginal 1ugs adapted to engage helica1 grcoves out in the inner surface of said cylinder, whereby the rotation of said shaft in either direction imparts a corresponcling axial dsplacen1ent of said piston combined with a relative 10- taton of said valve plates to vary the combined area of the ports and effect a corresponding variation in the pressure exerted by the liquid against the piston propcrtonal to its displacement from its normal postion.

'7. A shcck absorber comprising a cylnder adapted to be mounted on the frame of a vehic1e, a shaft extending axally of said cylinder and operatively connected exterior the same with the ax1e of the vehicle, a piston mounted within said cylinder and having a helica1 tongue and groove ccnnection With said shaft whereby the same is shfted axally With a rotative movernent by the rotation 0 said shaft, said piston having sets of ports therethrough com1ecting the spaces on opposite sides thereof, said spaces being fi11ed Wth a liquid, a vaive plate jeurnaled 0n said piston and having a pluraty of s1ots in concentric aignment with corresponding ports in said piston, and iugs engaging helca1 grooves in an annu1ar surface Within said cyinder, whereby the retaton of said. shaft imparts a relative rotation of said piston an 1 vaive plate, thereby varying the combineci 01" said ports proportional to the displacement of the pston in either direction rom its normal pcsition.

8. A shock absorber comprising a cylinder adapted to be mounted on the frame of a vehcle, a shaft extenaing axiaily of said cylnder and operatively connected exterior the same with the ax1e of thevehce, a xed s1eeve extendng axally of said cy1nder ZL11(1 surrounding said shaft, a piston mounted wthn said cylinder and having a helical tongue and groove connecton with said shaft through s1ots out in said sleeve, whereby said piston is shifted axia1ly wth the rotation of said shaft, said piston havng sets of ports therethrough ccnnectng the spaces 011 opposite sides thereof, said spaces being fil1ed With a lquid. a va1ve pate journalied on said piston and having a pluralty 01" slots in concentrit: aiignment with corresponcing ports in said piston, and lugs engaging he1cal grocves in the outer surface of said sleeve whereby the rotation of said shaft imparts a reiative rotation of said piston and va1ve p1ate, th reby varying the combined area of said ports proportional to the displacement of the piston in either direction from its normal position.

DREW HEAD. 

